Integrated starter-generator device with power transmission

ABSTRACT

A combination engine starter and electric power generator device for a work vehicle has an electric machine and a gear set mounted to the electric machine. The gear set is configured to receive rotational input from the electric machine and from the work vehicle engine. The gear set mechanically couples the electric machine and the engine in first and second power flow directions in which in the first power flow direction the gear set effects a first gear ratio and in the second power flow direction the gear set effects a second gear ratio.

CROSS-REFERENCE TO RELATED APPLICATION(S)

This application is a continuation-in-part of application Ser. No.15/056,767, filed Feb. 29, 2016.

STATEMENT OF FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

FIELD OF THE DISCLOSURE

This disclosure relates to work vehicle power trains, including startingmechanical power equipment and generating electric power therefrom.

BACKGROUND OF THE DISCLOSURE

Work vehicles, such as those used in the agriculture, construction andforestry industries, and other conventional vehicles may be powered byan internal combustion engine (e.g., a diesel engine), although it isbecoming more common for mixed power sources (e.g., engines and electricmotors) to be employed. In any case, engines remain the primary powersources of work vehicles and require mechanical input from a starter toinitiate rotation of the crankshaft, and thereby reciprocation of thepistons within the cylinders. Torque demands for cold-starting an engineare high, particularly so for large diesel engines common in heavy-dutymachines.

To power electrical subsystems of the work vehicle, a portion of theengine power may be harnessed using an alternator to generate AC power.The battery or batteries of the work vehicle are charged by firstinverting the current coming from the alternator. Conventionally, abelt, direct or serpentine, couples an output shaft of the engine to thealternator to generate the AC power. Torque demands for generatingcurrent from the running engine are significantly lower than for enginestart-up.

SUMMARY OF THE DISCLOSURE

This disclosure provides a combined engine starter and electric powergenerator with an integral transmission, such as may be used in workvehicles for engine cold start and to generate electric power, thusserving the dual purposes of an engine starter and an alternator withmore robust power transmission to and from the engine in both cases.

In one aspect the disclosure provides a combination engine starter andelectric power generator device for a work vehicle having an engine. Thedevice includes an electric machine and a gear set mounted to theelectric machine. The device is configured to receive rotational inputfrom the electric machine and from the engine. The device is alsoconfigured to mechanically couple the electric machine and the engine infirst and second power flow directions in which in the first power flowdirection the gear set effects a first gear ratio and in the secondpower flow direction the gear set effects a second gear ratio.

In another aspect the disclosure provides a combination engine starterand electric power generator device for a work vehicle. The deviceincludes a housing that, at least in part, contains an electric machineand a transmission. The transmission includes a gear set and a clutchassembly mechanically coupled to the gear set. The gear set isconfigured to receive rotational input from the electric machine andfrom the engine and to mechanically couple the electric machine and theengine in first and second power flow directions in which in the firstpower flow direction the gear set effects a first gear ratio and in thesecond power flow direction the gear set effects a second gear ratio.The clutch assembly includes two one-way clutches. A first one-wayclutch is engaged when the gear set moves in the first power flowdirection and is disengaged when the gear set moves in the second powerflow direction. A second one-way clutch is engaged when the gear setmoves in the second power flow direction and is disengaged when the gearset moves in the first power flow direction.

In yet another aspect the disclosure provides a drivetrain assembly,such as a work vehicle, and a work vehicle having such drivetrainassembly. The drivetrain assembly includes an engine and a combinationstarter and generator device. The device includes an electric machineand a gear set mounted to the electric machine. The device is configuredto receive rotational input from the electric machine and from theengine. The device is also configured to mechanically couple theelectric machine and the engine in first and second power flowdirections in which in the first power flow direction the gear seteffects a first gear ratio and in the second power flow direction thegear set effects a second gear ratio.

The details of one or more embodiments are set forth in the accompanyingdrawings and the description below. Other features and advantages willbecome apparent from the description, the drawings, and the claims.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of an example work vehicle in the form of anagricultural tractor in which the disclosed integrated starter-generatordevice may be used;

FIG. 2 is a simplified partial isometric view of an engine of the workvehicle of FIG. 1 showing an example mounting location for an examplestarter-generator device (also shown simplified);

FIG. 3 is a block diagram of a portion of a powertrain of the workvehicle of FIG. 1 having an example starter-generator device;

FIG. 4A is a schematic diagram of a portion of a powertrain of the workvehicle of FIG. 1 having an example starter-generator device accordingto this disclosure;

FIG. 4B is a schematic diagram of a portion of another examplepowertrain having another example starter-generator device;

FIG. 5 is a side sectional view taken along line 5-5 of FIG. 2 showing asimplified representation of a power transmission assembly of theexample starter-generator device shown in FIG. 4A;

FIG. 6 is an end view showing a simplified representation of a powertransmission assembly of another example starter-generator device, shownwith a portion for the gear housing removed;

FIG. 7 is a side sectional view of the power transmission assembly forthe starter-generator device of FIG. 6; and

FIGS. 8A-8B are schematic diagrams of a showing the power flow for theexample starter-generator device of FIG. 6 in starter and generatoroperational states, respectively.

Like reference symbols in the various drawings indicate like elements.

DETAILED DESCRIPTION

The following describes one or more example embodiments of the disclosedstarter-generator device, as shown in the accompanying figures of thedrawings described briefly above. Various modifications to the exampleembodiments may be contemplated by one of skill in the art.

As used herein, unless otherwise limited or modified, lists withelements that are separated by conjunctive terms (e.g., “and”) and thatare also preceded by the phrase “one or more of” or “at least one of”indicate configurations or arrangements that potentially includeindividual elements of the list, or any combination thereof. Forexample, “at least one of A, B, and C” or “one or more of A, B, and C”indicates the possibilities of only A, only B, only C, or anycombination of two or more of A, B, and C (e.g., A and B; B and C; A andC; or A, B, and C).

Many conventional vehicle electrical systems have a chemical powersource (i.e., a battery) that powers various components and subsystemsof the vehicle. In certain electric vehicles, the chemical power sourcemay be a bank of batteries that power the entire vehicle including thedrive wheels to impart motion to the vehicle. In other hybrid gas andelectric vehicles, the motive force may alternate between engine andelectric motor power or the engine power may be supplemented by electricmotor power. In still other conventional vehicles the electric system issolely used to initiate engine start up and to run the non-driveelectrical systems of the vehicle. In the latter case, the vehicletypically has a starter motor that is powered by the vehicle battery toturn the engine crankshaft to move the pistons within the cylinders.Some engines (e.g., diesel engines) initiate combustion by compressionof the fuel, while other engines rely on a spark generator (e.g., sparkplug), which is powered by the battery. Once the engine is operating,the electrical system of conventional vehicles may harvest the enginepower to power the electrical system as well as to charge the battery.Typically, this power harvesting is done using an alternator, that is,an alternating current (AC) power generator. The alternator converts theAC power to direct current (DC) power usable by the battery for chargingby passing the AC power through an inverter (e.g., diode rectifier).Conventional alternators harness power from the engine by coupling arotor of the alternator to an output shaft of the engine (or a componentcoupled thereto). Historically this was accomplished by the use of adedicated belt, but in more modern vehicles the alternator is one ofseveral devices that are coupled to (and thus powered by) the engine viaa single “serpentine” belt. In either case, rotation of the engineoutput shaft rotates he belt to drive the rotor to turn relative to astator of the alternator, thus generating a magnetic field that inducesan alternating current in the stator, which may then be rectified by thediodes to output DC power to the battery and vehicle electricalcomponents.

In certain applications, such as in certain heavy-duty machinery andwork vehicles, it may disadvantageous to have a conventional set-up withseparate starter and alternator components. Such separate componentsrequire separate housings, which may require separate sealing orshielding from the work environment, and which occupy separate spaceswithin the engine compartment, which may be have a relatively smallspace envelop relative to the numerous other components required to belocated within the engine compartment. Other engine compartment layoutcomplexities may arise as well. Further, in these and otherapplications, conventional alternators may introduce an undesirable, orindeed unacceptable, level of unreliability by using a belt drive.

The following describes one or more example implementations of animproved vehicle electrical system that addresses one or more of these(or other) matters with conventional systems. In one aspect, thedisclosed vehicle electrical system includes a combination or integrateddevice that performs the engine cranking function of a conventionalstarter motor as well as the electric power generating function of aconventional generator or alternator. The device is referred to hereinas an “integrated starter-generator” (ISG) device. This terminology isused herein, at least in some implementations of the system, to beagnostic to the type of power (i.e., AC or DC current) generated by thedevice. In some implementations, the ISG device may function togenerator electricity in a manner of what persons of skill in the artmay consider a “generator” device that produces DC current directly.However, as used herein, the term “generator” shall mean producingelectric power of static or alternating polarity (i.e., AC or DC). Thus,in a special case of the ISG device the electrical power generatingfunctionality is akin to that of a conventional alternator, in otherwords, it generates AC power that is subsequently rectified to DC power,either internally or externally to the ISG device.

In certain embodiments, the ISG device may include a direct mechanicalpower coupling to the engine that avoids the use of belts. For example,the ISG device may include within its housing a gear set that directlycouples with an output gear rotated by an output shaft of the engine.The gear set may take any of various forms including arrangements withenmeshing spur or other gears as well as arrangements with one or moreplanetary gear sets. Large gear reduction ratios may be achieved by thetransmission assembly such that a single electric machine (i.e.,motor/generator) may be used and operated at suitable speeds for boththe engine start up and electric power generation functions. Harmonicplanetary sets, for example, may be used to achieve a deep gearreduction. The direct power coupling may increase system reliability andalso improve cold starting performance and electrical power generationof the system.

Further, in certain embodiments, the ISG device may have a powertransmission assembly that automatically shifts gear ratios (i.e.,shifts between power flow paths having different gear ratios) accordingonly to the direction in which torque is applied to or from the gearset. By way of example, the transmission assembly may include one ormore (e.g., two) passive engagement components that engage automaticallywhen driven in a particular direction. Suitable one-way clutches (e.g.,roller or sprag clutches) may be used such that one clutch effects powertransmission through a power flow path in the engine start up directionand another clutch effects power transmission through another power flowpath in the electric power generation direction. Thus, no electronic orother controls are required for the starter-generator to switch betweenoperating as a starter or generator (or alternator). However,bi-directional or other active clutch (or other) configurations may beemployed to carry out the cranking and generating functions with theappropriate control hardware.

Referring to the drawings, an example work vehicle electrical systemwill be described in detail. As will become apparent from the discussionherein, the disclosed system may be used advantageously in a variety ofsettings and with a variety of machinery. For example, referring now toFIG. 1, the system may be included in a work vehicle 10, which isdepicted as an agricultural tractor. It will be understood, however,that other configurations may be possible, including configurations withwork vehicle 10 as a different kind of tractor, or as a work vehicleused for other aspects of the agriculture industry or for theconstruction and forestry industries (e.g., a harvester, a log skidder,a motor grader, and so on). It will further be understood that thedisclosed stair assembly may also be used in non-work vehicles andnon-vehicle applications (e.g., fixed-location installations).

As is known, the work vehicle 10 has a main frame or chassis 12supported off the ground by ground-engaging wheels 14, at least thefront wheels of which are steerable. The chassis 12 supports a powerplant (e.g., internal combustion engine 16), a transmission (not shown),and an operator cabin 18 perched up from the middle to rear of themachine in which are stationed operator interface and controls (e.g.,various joysticks, switches levers, buttons, touchscreens, keyboards,speakers and microphones associated with a speech recognition system).

The engine 16 sits within an engine compartment of the work vehicle 10and an integrated starter-generator (ISG) device 30 mounts directly andcompactly to the engine 16, for example, as shown schematically in FIG.2, so as not to project significantly from the engine (and therebyenlarge the engine compartment space envelope) or interfere with variousplumbing lines and access points (e.g., oil tubes and fill opening andthe like). Notably, the ISG device 30 may be mounted at a side of theengine other than where the serpentine (or other) belt is located.Taking the ISG device 30 out of the belt pathway reduces the complexityof the engine layout and allows for more compact packaging. The ISGdevice 30 may generally mounted on or near the engine 16 in a locationsuitable for coupling to an engine output shaft (e.g., an auxiliarydrive shaft 20 (see FIG. 5)).

Referring now to FIG. 3, an example vehicle electrical system in whichan ISG device 30 may be incorporated is illustrated schematically infunctional blocks. Generally, the engine 16 couples mechanically to theISG device 30, which is electrically coupled to a battery 40. Althoughshown as a single battery, it will be understood that the work vehicle10 may include a number of batteries operatively coupled to one another(e.g., four 12 VDC batteries comprising a 48 VDC electrical system).Although not shown, the system may also include a suitable voltageregulator, either incorporated into the ISG device 30 or as a separatecomponent. The ISG device 30 is configured to convert electrical powerfrom the battery 40 into mechanical power to the engine 16 during enginestart up, and to convert mechanical power from the engine 16 intoelectrical power to the battery 40 during electrical power generation.As noted, the ISG device 30 may be configured to automatically switchbetween engine cranking and power generating modes according to thedirection of power flow (i.e., either toward or away from the engine16).

Generally, the ISG device 30 interfaces with the battery 40 via directhardwiring or a vehicle power bus 42 through an inverter/rectifier (I/R)device 32 (e.g., a suitable diode arrangement). As is understood in theart, the I/R device 32 inverts DC power from the battery 40 into ACpower during engine start up direction and rectifies AC power to DCpower in the power generation direction. The I/R device 32 may be aseparate component, rather than being incorporated into the ISG device30, as shown. The ISG device 30 interfaces with the engine 16 via theauxiliary drive shaft 20 through a transmission assembly 34, which maybe incorporated directly into the ISG device 30, as shown. Thetransmission assembly 34 may include gear sets in various configurationsto provide the necessary power flow and gear reduction, as will bedescribed. The transmission assembly 34 interfaces with an electricmachine 36 that operates as a motor during engine start up and as agenerator during power generation. Multiple gear ratios are provided bythe transmission assembly 34 to permit the electric machine 36 tooperate within optimal speed and torque ranges in both power flowdirections.

As noted, the gearing and other components of the transmission assembly34 may vary. FIGS. 4A and 4B illustrate schematically two exampletransmission assemblies 34 a and 34 b, respectively. The FIG. 4Atransmission assembly 34 a generally includes conventional toothed gearsets, and the FIG. 4B transmission assembly 34 b includes a planetarygear set. In both cases, the gear sets are coupled with torqueapplication components (e.g., clutches) that engage to transfer torquebetween the gear sets and the input/output shafts of the engine 16 andthe electric machine 36. In the illustrated examples, the transmissionassemblies 34 a, 34 b each include two clutches C1 and C2. Moreover, inthe illustrated examples, the clutches C1 and C2 are each passivecomponents that do not require active control in order to energize. Theclutches C1 and C2 are configured as one-way clutches such that theyautomatically engage in the direction in which power flows. Put anotherway, rather than external control hardware, the ISG device 30 controlsthe clutches C1 and C2 internally by operation of the electric machine36, to wit, operation in one rotational direction engages C1 (anddisengages C2) and vice versa with operation of the electric machine 36in the opposite rotational direction. Any of various known clutchconfigurations may be used, including, for example, roller clutches,sprag clutches, wedge clutches, and mechanical diodes. Other clutchconfigurations may also be used. Furthermore, while the system benefitsfrom the use of passive, one-way clutches in that external activecontrol hardware and software may be eliminated, the principles of thisdisclosure may apply to actively controlled torque applicationcomponents (e.g., bi-directional and other clutches), and such clutchesand control hardware and software may be incorporated into the system,and specifically into the ISG device 30.

Referring first to FIG. 4A, the example transmission assembly 34 aincludes gears A-F and over-running (one-way) clutches C1 and C2. Thegear A is coupled to the engine auxiliary drive shaft 20, and the gearsC and E are coupled to a shaft 38 of the electric machine 36. The gearsB, D and F may be mounted to a countershaft 50 such that the gear Bengages the gear A and the gears D and F engage the respective gears Cand E depending on the state of engagement of the clutches C1 and C2,respectively. The gear set and the clutches C1 and C2 thus provide adirect mechanical connection between the engine 16 and the electricmachine 36 in both power flow directions.

The power flow for engine start up is as follows. With the engine 16inactive or stopped, activation of the ignition by an operator in thecabin 18 of the work vehicle 10 energizes the electric machine 36, whichoperates as a motor, to rotate the shaft 38 and drive the gear C. Inthis power flow direction, the clutch C1 is engaged to couple the gear Dto the gear C. Rotation of the gear D rotates the countershaft 50 andthe gear B, which engages and rotates the gear A, which is coupled tothe engine 16 by the auxiliary drive shaft 20. Rotation of the gear Dand the countershaft 50 rotates the gear F, which drives the gear E.However, it idles slower than the electric machine shaft 38, which keepsthe clutch C2 disengaged.

Power flow transition from engine start up to power generation for theexample transmission assembly 34 a is as follows. As the engine 16begins to fire and accelerates above starting speed, the clutch C1disengages. At this point, both of the clutches C1 and C2 aredisengaged. After the engine 16 stabilizes at an idle speed or above,the electric machine 36 is allowed to slow down. The gear ratio of thegear F to the gear E is 1:1 such that once the electric machine 36decelerates below the speed of the countershaft 50, the clutch C2engages to drive the electric machine 36 to operate as a generator.Specifically, the engine 16 rotates the auxiliary drive shaft 20 torotate the gear A, which drives the gear B, which rotates thecountershaft 50 to rotate the gear F. With the clutch C2 engaged, thegear F drives the gear E to rotate the shaft 38 of the electric machine36. As the gear E and the shaft 38 rotate, the gear C rotates. However,it idles slower than the countershaft 50, keeping the clutch C1disengaged.

In one non-limiting example, the starting load characteristics ofcertain embodiments of the engine 16 (e.g., a diesel engine) may have atypical operating speed in the range of about 2,000-3,000 RPM with crank(starting) speed of about 100-150 RPM and a peak starting torque ofabout 300 Nm. The gear set of example transmission assembly 34 a may beconfigured to provide a starting torque ratio of the gear C to the gearD of about 10:1 and interface with the electric machine 36 at a normaloperating speed (e.g., about 3,000 RPM) in both power flow directions.

Referring to FIG. 4B, the example transmission assembly 34 b includes aharmonic planetary set H, with sun gear S, planet gears P, planetcarrier C, and ring gears R1 and R2, as well as over-running (one-way)clutches C1 and C2. The clutch C2 is coupled to the engine auxiliarydrive shaft 20, and the sun gear S is coupled to the shaft 38 of theelectric machine 36. The planet gears P are rotatably mounted to thecarrier C via pinion shafts (not shown) such that the planet gears Prevolve with the rotation of the carrier C and rotate about the pinonshafts when driven by the sun gear S and/or engagement with the ringgears R1 and R2. The planetary set H operates in a sun-in, ring-out (viaring gear R2) configuration during starting and in a carrier-in, sun-outconfiguration during power generation, with the clutches C1 and C2automatically alternating engagement and disengagement in the two powerflow directions. Thus, as with the gear set of the example transmissionassembly 34 a, the planetary set H and the clutches C1 and C2 of theexample transmission assembly 34 b provide a direct mechanicalconnection between the engine 16 and the electric machine 36 in bothpower flow directions.

The power flow for engine start up is as follows. With the engine 16inactive or stopped, activation of the ignition by an operator in thecabin 18 of the work vehicle 10 energizes the electric machine 36, whichoperates as a motor, to rotate the shaft 38 and drive the sun gear S.Rotation of the sun gear S drives rotation of the planet gears P and thecarrier C. The ring gear R1 is fixed to ground, and rotation of theplanet gears P and the carrier C rotates the ring gear R2. In this powerflow direction, the clutch C1 is engaged to couple the ring gear R2 tothe engine 16 by the auxiliary drive shaft 20. As mentioned, rotation ofthe sun gear S and the planet gears P rotates the carrier C. However,the carrier C idles slower than the electric machine shaft 38, whichkeeps the clutch C2 disengaged.

Power flow transition from engine start up to power generation for theexample transmission assembly 34 b is as follows. As the engine 16begins to fire and accelerates above starting speed, clutch C1disengages. At this point, both clutches C1 and C2 are disengaged. Afterthe engine 16 stabilizes at an idle speed or above, the electric machine36 is allowed to slow down. The planetary set H is configured such thatonce the electric machine 36 decelerates sufficiently, the clutch C2engages to drive the electric machine 36 to operate as a generator.Specifically, the engine 16 rotates the auxiliary drive shaft 20 torotate the carrier C, which drives the planet gears P to revolve androtate, engaging both the ring gear R1 and the sun gear S, which drivesthe shaft 38 of the electric machine 36. As the planet gears P revolveand rotate, the ring gear R2 rotates. However, it idles slower than thecarrier C, keeping clutch C1 disengaged.

As noted, the transmission assembly 34 b is driven by a harmonicplanetary set H by virtue of the double ring gear arrangement with eachring gear having a different tooth count. The reference to a “harmonic”planetary set will be understood by those of skill in the art asproviding several advantages of conventional (non-harmonic) planetarysets, including reducing backlash, high, reconfigurable gear ratios,high torque capabilities and axially compact packaging, among otherthings. The example harmonic planetary set H thus provides a deepreduction ratio many times (e.g., 10 times) higher than that of theexample transmission assembly 34 a, and within a similar space envelope.

In the example starting load characteristics of the engine 16 mentionedabove (i.e., operating speed range of about 2,000-3,000 RPM, crank speedof about 100-150 RPM, and peak starting torque of about 300 Nm), theplanetary set H of example transmission assembly 34 b may be configuredto provide a starting torque ratio of the carrier C to the sun gear S ofabout 3.5-4:1 and a power generating torque ratio of the sun gear S tothe ring gear R2 of about 75-95:1. These gear ratios may be effected, asone example, by the sun gear S having 30 teeth, the planet gears having25 teeth, the ring gear R1 having 80 teeth and the ring gear R2 having83 or 84 teeth. The electric machine 36 may thus have normal operatingspeeds (e.g., about 10,000 RPM) in both power flow directions withrelatively high torque output for engine start up and low torque outputduring power generation.

Referring also to FIG. 5, the ISG device 30 with the exampletransmission assembly 34 b is shown in simplified form in one examplephysical integration or layout configuration within a common housing, ormotor casing 60 and gearbox 62 sections thereof, such that the ISGdevice 30 is a single component package complete with the gear set, theelectric machine 36 and the I/R device 32. As detailed above, thetransmission assembly 34 b has a harmonic planetary set H including asun gear S meshing with three planet gears P that revolve around the sungear S within a planet carrier C and engage two ring gears R1 and R2.Over-running (one-way) clutch C1 is mounted within an opening in thering gear R2, and over-running clutch C2 is mounted within an opening ofthe carrier C. Both clutches C1 and C2 are disposed about, andconfigured to engage, a stub shaft 70. The stub shaft 70 may be co-axialwith the electric machine shaft 38 on which the sun gear S is mounted,and axially offset from the engine auxiliary drive shaft 20. Theauxiliary drive shaft 20, or another drive shaft 72 with a drive gear74, may be coupled to a gear 76 of the stub shaft 70. As describedabove, the planetary set H operates in a sun-in, ring-out (via ring gearR2) configuration during starting and in a carrier-in, sun-outconfiguration during power generation, with the clutches C1 and C2automatically alternating engagement and disengagement in the two powerflow directions. Thus, in a compact, unitary component package, the ISGdevice 30, including the example transmission assembly 34 b, provides adirect mechanical interface with the engine 16 in both power flowdirections.

FIGS. 6 and 7 illustrate another physical implementation of the ISGdevice 30′, which will be understood to include a transmission, anelectric machine and an inverter/rectifier, that interfaces with theengine 16 and the energy storage device (i.e., battery 40), as shown inFIG. 3. The electric machine may be the same or similar to the electricmachine 36, and the inverter/rectifier may be the same or similar to theI/R device 32, which may be packaged together with a gear set as asingle device, including a motor within a motor casing (not shown) and agear set within a gearbox 62′. Like the aforementioned embodiments, thegear set is coupled with torque application components (e.g., clutches)that engage to transfer torque between the gear set and the input/outputshafts of the engine and the electric machine. The transmission assembly34′ include two clutches C1′ and C2′, each being a passive componentthat does not require active control to energize. The clutches C1′ andC2′ are configured as one-way clutches such that they automaticallyengage in the direction in which power flows, that is rather thanexternal control hardware, the ISG device 30′ controls the clutches C1′and C2′ internally by operation of the electric machine. Operation inone rotational direction engages the clutch C1′ (and disengages theclutch C2′) and vice versa with operation of the electric machine in theopposite rotational direction. Again, any known clutch configuration maybe used, including, for example, roller clutches, sprag clutches, wedgeclutches, and mechanical diodes. Furthermore, while the system benefitsfrom the use of passive, one-way clutches in that external activecontrol hardware and software may be eliminated, actively controlledtorque application components (e.g., bi-directional and other clutches),and corresponding control hardware and software, may be incorporatedinto the ISG device 30′.

Like the previous embodiments, the ISG device 30′ may be a singlecomponent package complete with the gear set, the electric machine andthe I/R device (not shown). The transmission assembly 34′ of the ISGdevice 30′ has a planetary set PS including a sun gear S′ meshing withtwo planet gears P′ that revolve around the sun gear S′ within a planetcarrier C′ and engage a ring gear R′. The over-running (one-way) clutchC1′ is mounted within an outer cavity 100 of the carrier C′, and theover-running clutch C2′ is mounted within an inner cavity 102 of thecarrier C′. The clutch C1′ and C2′ engage the carrier C′ and the sungear S′. The sun gear S′ may be a sun shaft as shown, or may be mountedto a stub shaft, in either case, the sun gear S′ may be co-axial withthe electric machine shaft on which the sun gear S′ is mounted, andaxially offset from the output shaft 20′, or another shaft, that iscoupled to the engine. The output shaft 20′, or other shaft, may mountan output gear 104 that is coupled to a drive gear 106 by a pair ofidler gears 108 of an axial gear train. The output gear 104, drive gear106 and idler gears 108 may be journaled to the housing of the gearbox62′ via suitable bearings, bushing and the like. The drive gear 106 iscoupled to, or formed integrally as a part of, the carrier C′ toco-rotate therewith. The planetary set PS operates in a sun-in,carrier-out configuration during starting and in a carrier-in, sun-outconfiguration during power generation, with the clutches C1′ and C2′automatically alternating engagement and disengagement in the two powerflow directions. Thus, in a compact, unitary component package, the ISGdevice 30′, including the example transmission assembly 34′, provides adirect mechanical interface with the engine in both power flowdirections.

Referring also to FIG. 8A, the power flow for engine start up is asfollows. With the engine 16 inactive or stopped, activation of theignition by an operator in the cabin 18 of the work vehicle 10 energizesthe electric machine, which operates as a motor, to rotate and drive thesun gear S′. Rotation of the sun gear S′ drives rotation of the planetgears P′ and the carrier C′. The ring gear R′ is fixed to ground, andthus the planet gears P′ and the carrier C′ rotates with respect to thering gear R′. In this power flow direction, the clutch C1′ is engaged tocouple the carrier C′ to the engine by the via the axial gear train,including the drive gear 106, idler gears 108, output gear 104 andoutput shaft 20′. Rotation of the sun gear S′ and the planet gears P′rotates the carrier C′. However, the drive gear 106 rotates slower thanthe electric machine shaft, which keeps the clutch C2′ disengaged.

Referring also to FIG. 8B, power flow transition from engine start up topower generation for the example transmission assembly 34′ is asfollows. As the engine 16 begins to fire and accelerates above startingspeed, clutch C1′ disengages. At this point, both clutches C1′ and C2′are disengaged. After the engine 16 stabilizes at an idle speed orabove, the electric machine 36 is allowed to slow down. The planetaryset PS is configured such that once the electric machine 36 deceleratessufficiently, the clutch C2′ engages to drive the electric machine 36 tooperate as a generator. Specifically, the engine 16 rotates the outputshaft 20′ to rotate the carrier C′ (via the axial gear set), whichdrives the planet gears P′ to revolve and rotate within the fixed ringgear R′ to rotate the sun gear S′, which, in turn, drives the shafts ofthe electric machine 36. The carrier C′ idles slower than the drive gear106, which keeps the clutch C1 disengaged.

The example planetary set PS provides a deep reduction ratio many times(e.g., 10 times) higher than that of the example transmission assembly34 a, and within a similar space envelope. In the example starting loadcharacteristics of the engine 16 mentioned above (i.e., operating speedrange of about 2,000-3,000 RPM, crank speed of about 100-150 RPM, andpeak starting torque of about 300 Nm), the planetary set PS of exampletransmission assembly 34′ may be configured to provide a starting torqueratio of the carrier C′ to the sun gear S′ of about 3.5-4:1 and a powergenerating torque ratio of the sun gear S′ to the carrier C′ of about75-95:1. These gear ratios may be effected, as one example, by the sungear S′ having 30 teeth, the planet gears P′ having 25 teeth, and thering gear R′ having 80 teeth. The electric machine 36 may thus havenormal operating speeds (e.g., about 10,000 RPM) in both power flowdirections with relatively high torque output for engine start up andlow torque output during power generation.

Thus, various embodiments of the vehicle electrical system have beendescribed that include an integrated starter-generator device. Varioustransmission assemblies may be included in the device and packaged as asingle component with the associated electric machine andinventor/rectifier, thus reducing the space occupied by the system. Thetransmission assembly may provide multiple speeds or gear ratios andtransition between speeds/gear ratios automatically by changes in theoperational direction of the electric machine. One or more passiveclutch arrangements, such as over-running or one-way clutches of variousconfigurations, may be used to selectively apply torque to the gear setof the transmission assembly in both power flow directions. Directmechanical engagement with the engine shaft reduces the complexity andimproves reliability of the system compared to belt driven systems.Using a planetary set in the transmission assembly provides high gearreduction and torque capabilities with reduced backlash in a compactspace envelope.

The terminology used herein is for the purpose of describing particularembodiments only and is not intended to be limiting of the disclosure.As used herein, the singular forms “a”, “an” and “the” are intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. It will be further understood that the terms “comprises”and/or “comprising,” when used in this specification, specify thepresence of stated features, integers, steps, operations, elements,and/or components, but do not preclude the presence or addition of oneor more other features, integers, steps, operations, elements,components, and/or groups thereof.

The description of the present disclosure has been presented forpurposes of illustration and description, but is not intended to beexhaustive or limited to the disclosure in the form disclosed. Manymodifications and variations will be apparent to those of ordinary skillin the art without departing from the scope and spirit of thedisclosure. Explicitly referenced embodiments herein were chosen anddescribed in order to best explain the principles of the disclosure andtheir practical application, and to enable others of ordinary skill inthe art to understand the disclosure and recognize many alternatives,modifications, and variations on the described example(s). Accordingly,various embodiments and implementations other than those explicitlydescribed are within the scope of the following claims.

What is claimed is:
 1. A combination engine starter and power generatordevice for a work vehicle having an engine, the device comprising: anelectric machine; and a gear set mounted to the electric machine andconfigured to receive rotational input from the electric machine andfrom the engine and to mechanically couple the electric machine and theengine in first and second power flow directions in which in the firstpower flow direction the gear set effects a first gear ratio and in thesecond power flow direction the gear set effects a second gear ratio. 2.The device of claim 1, wherein the first power flow direction is fromthe electric machine to the engine and the second power flow directionis from the engine to the electric machine; and wherein the first gearratio is greater than the second gear ratio.
 3. The device of claim 2,wherein the first gear ratio is at least 10 times the second gear ratio.4. The device of claim 3, wherein the first gear ratio is about 40-100:1and the second gear ratio is about 2-10:1.
 5. The device of claim 1,further including at least one clutch coupled to the gear set andconfigured to engage in the first power flow direction and to disengagein the second power flow direction.
 6. The device of claim 5, whereinthere is a first clutch that is engaged in the first power flowdirection and disengaged in the second power flow direction and a secondclutch that is engaged in the second power flow direction and disengagedin the first power flow direction.
 7. The device of claim 6, wherein thefirst and second clutches are one-way mechanically-actuated clutches. 8.The device of claim 7, wherein the one-way mechanically-actuatedclutches are one or more of a sprag clutch, a roller clutch, a wedgeclutch and a mechanical diode.
 9. The device of claim 1, wherein thegear set includes an epicyclic gear train.
 10. The device of claim 9,wherein the gear set includes a single planetary gear set including asingle sun gear, a single carrier and a single ring gear.
 11. The deviceof claim 10, wherein rotational power from the electric machine moves inthe first power flow direction from the sun gear to the carrier to theengine; and wherein rotational power from the engine moves in the secondpower flow direction from the carrier to the sun gear to the electricmachine.
 12. The device of claim 11, further including first and secondclutches coupled to the gear set and disposed between the engine and theplanetary gear set; and wherein the first clutch is engaged in the firstpower flow direction to couple the engine to the carrier, and whereinthe second clutch is engaged in the second power flow direction tocouple the engine to the carrier.
 13. The device of claim 12, whereinthe first clutch is disengaged in the second power flow direction andthe second clutch is disengaged in the first power flow direction. 14.The device of claim 13, wherein the first and second clutches areone-way mechanically-actuated clutches.
 15. The device of claim 10,wherein the gear set further includes an axial gear set with a drivegear, at least one idler gear, and an output gear coupled to an outputshaft; and wherein the drive gear is coupled for co-rotation with thecarrier and is coupled to the output gear through the idler gear.
 16. Acombination engine starter and electric power generator device for awork vehicle having an engine, the device comprising: a housing; anelectric machine at least in part contained in the housing; and atransmission at least in part contained in the housing, the transmissionincluding: a gear set configured to receive rotational input from theelectric machine and from the engine and mechanically couple theelectric machine and the engine in first and second power flowdirections in which in the first power flow direction the gear seteffects a first gear ratio and in the second power flow direction thegear set effects a second gear ratio; and a clutch assembly mechanicallycoupled to the gear set, the clutch assembly including: a first one-wayclutch that is engaged when the gear set moves in the first power flowdirection and is disengaged when the gear set moves in the second powerflow direction; and a second one-way clutch that is engaged when thegear set moves in the second power flow direction and is disengaged whenthe gear set moves in the first power flow direction.
 17. The device ofclaim 16, wherein the gear set includes a planetary gear set including asingle sun gear, a single carrier and a single ring gear; whereinrotational power from the electric machine moves in the first power flowdirection from the sun gear to the carrier to the engine; and whereinrotational power from the engine moves in the second power flowdirection from the carrier to the sun gear to the electric machine. 18.The device of claim 17, wherein the gear set further includes an axialgear set with a drive gear, at least one idler gear, and an output gearcoupled to an output shaft; and wherein the drive gear is coupled forco-rotation with the carrier and is coupled to the output gear throughthe idler gear.
 19. A drivetrain assembly for a work vehicle,comprising: an engine; and a combination starter and generator device,the device including: an electric machine; and a gear set mounted to theelectric machine and configured to receive rotational input from theelectric machine and from the engine and to mechanically couple theelectric machine and the engine in first and second power flowdirections in which in the first power flow direction the gear seteffects a first gear ratio and in the second power flow direction thegear set effects a second gear ratio.
 20. The drivetrain assembly ofclaim 19, wherein the gear set includes a planetary gear set including asingle sun gear, a single carrier and a single ring gear; whereinrotational power from the electric machine moves in the first power flowdirection from the sun gear to the carrier to the engine; and whereinrotational power from the engine moves in the second power flowdirection from the carrier to the sun gear to the electric machine.